Car-fender



(No Model.) 3 Sheets-Sheet 1.

A. SGHBID. GAR FENDER.

No. 557,897. Patented Apr. 7, 1896.

WITNESSES.

3 Sheets-Sheet 2. A. SGHEID.

1H() Model.)

CARY FENDER.

Patented Apr. 7, 1896.

INVENTOR WlTNESSES ATTORNEYS 3 Sheets-Sheet 3.

(No Modl.)

A. SGHEID.

GAR FENDER. K

Patented Apr. 7, 1896.

INVENTOH WlTN ESSES:

Zu/ in ATTORNEYS.

AN DREW BvGRAMAMvPMUrO-LHHDJVASHlNGmN. D CA UNITED STATES PATENT CEEICE.

ADAM SCHEID, OF HARRISON, NET JERSEY.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 557,897, dated April '7, 1896.

Application tiled November 13, 1895. Serial No. 568.799. (No model.)

To @ZZ whom t may concern.-

Beit known that I, ADAM SCHEID, a citizen of the United States, residing in IIarrison, Hudson county, and State of New Jersey, have invented certain newl and useful Improvements in Car-Fenders; and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

The object of my invention is to provide a fender for street or railway cars of simple, strong, and durable construction, automatical and reliable in operation, easilyhandled, and which fender will not be affected by the vibration Or swinging of the car-body and thus, when in normal position, will always remain a specified uniform distance from the level of t-he rails.

The invention consists in the improved carfender, in the sliding and spring-controlled adjustable front apron, the fulerumed stationary or auxiliary apron, its locking mechanism, in the means for securing the stationary apron to the car-axle, (or truck,) and in the combination and arrangement of the various parts thereof, substantially as will be hereinafter more fully described, and finally embodied in the clauses of the claim.

In the accompanying dra-wings, Figure l is a perspective view of a portion of a car provided with my improved fender; Fig. 2, an enlarged top plan view of the same, the car-body being shown in dotted lines; Fig. 3, a central sectional view of Fig. 2; Fig. et, a side elevation corresponding with Figs. 2 and 3; Fig. 4, a front elevation of Fig. 2, the adj ustable apron being removed; and Fig. 5, a central sectional view of Fig. 4,

In said drawings, a represents the car-body, and b the axles. On each side of the car and between the wheels is arranged a tube or rod c, extending horizontally from end to end of the car-body a and is suspended from the earaxles b by means of the hooks c' (passing around the axles and through the rod c) and the nuts c2.

In Fig. 5 the rod c is provided with an elongated slot C20, through which the threaded end of hook c passes, thus rendering a loose or sliding connection between the said rod c and the axle b, which permits said rod to move in the direction of the length of the car, as will be manifest.

The outer end of each rod c is hollow and contains a spiral spring d', adapted to bear against the inner end of the rod d, which latter fits snugly in the said hollow portion and is adapted to slide therein.

rlhe forward ends of the sliding rods d are connected by a cross-piece or bridge e, provided at or near its end with horizontallyprojecting' lugs c', forming the bea-rings for the cross-rod f of the front apron, and also with curved arms or scoops 71, projecting downward to about the top of the rail and adapted to remove stones or other small obstacles from the said rails. Said cross-rodf is kept in place bymeans of the locking-pins c2, as clearly shown in Figs. 3 and i.

The front apron consists of the side frames f, (bent at a slightly-obtuse angle,) of the upper and lower connecting-rods f6 and f2, respectively, and of the netting f5, extending from the lower to the upper connecting-rod. An auxiliary netting passes over the outwardly-curved spring f7, arranged below the upper rod f5, and forming with the curved spring a cushion fs, as clearly shown.

Near the outer end of each of the frames f is arranged a fia-nged wheelfi, adapted, when the fender is in operation, to travel on the rails, and also a spiral spring, the inner ends of which are connected by a rope or wire f3, for a purpose hereinafter specified.

Secured to the center of the cross-piece or bridge c and projecting inwardly therefrom is the hook e3, adapted to engage the connectingbar Q15 of the auxiliary or rear apron g1, which latter is provided on each side with a curved fra-me g, (g11,) the upper ends of which frames are connected by a cross-rod c4, fulcrumed in the brackets c1, secured to the rod c, as indicated in the drawings. The hook e3 also serves to lock the cross-piece e and its front fender against the action of the spiral spring, which in normal position is depressed. The bar Q and the erossrod c4 are connected by a series of braces g5 for the mere purpose of strengthening the apron g4.

The curved frames g (Q11) are provided with IOO notches or teeth g, (gl) adapted to be engaged by the pa-wls g2, (Q12) pivoted to the sleeves g3,(g,) which latter are secured at or near the forward ends of the rods c. Prefer# ably the notches g and Q12 are arranged in opposite directions on their respective curved frames to insure lirmer locking means when the apron gL is lowered or in operative position.

At each end of the connecting-bar Q15 is arranged a flanged wheel 931, fora purpose similar to that of the wheels on the front apron. The heights of the front apron with relation to the rails can be regulated bythe chain c5, as will be manifest.

The operation of the fender is as follows: The car is supposed to travel in the direction of the arrow. lVlien an obstacle is struck by the front fender or apron, the'strengtll of the shock being reduced by means of the springcontrolled rope or wire f 3, it is thrown onto the apron and carried along until the car is stopped. Then the obstacle is struck, the said front apron is forced backward with its carrying-rods d against the action of the spiral springs CZ, thus further reducing the shock and simultaneously releasing the rear apron or fender from the hook c3. The rear apron by its own weight drops down until the flanged wheels g31 rest on the rail, when the pawls g2 and gw will engage the teeth or notches on the respective curved frames g and gu and thus locl; the fender in operative position. It will be manifest that should the front apron fail in operation and pass over the person or obstacle the latter will be scooped on or caught by the rear apron and carried along by the same until removed.

lVhen the caris to run in the opposite direction, the chain c5 is unhooked, the lockingpins e2 withdrawn, and the front apron removed and secured in the same manner to the cross-piece orbridge c on the other end of the car.

As can be seen from the foregoing description and also from the drawings, the front apron as well as the rear or stationary apron are secured to the horizontally-extending rods, (suspended from the axle,) and thus remain all the time at a uniform distance from the rail and are in no way affected by the vibration or swinging of the car-body.

I do not intend to limit myself to the precise construction shown and described, as various alterations can be made without changing the scope of my invention; but

That l claim as new, and desire to secure by Letters Patent, is

l. The combination with the car-axles, of a horiZontally-arranged rod on each side of the car, adj ustably suspended from the axles and having a sliding connection with the same permitting motion of said rods in the direction of the length of the car, and a fender supported by said rods, substantially as and for the purpose set forth.

The combination with the car-axles, of a horizontally-arranged rod on each side of the car and suspended from the axles, a fender movably secured to said rods, an auxiliary fender pivotally secured on said rods and in the rear of the front fender, and a retaining and releasing device operated by the front fender to release the auxiliary fender, substantially as and for the purpose specified.

3. The combination with the car-axles, of a horizontally-arranged rod on each side of the car and suspended from the axles, a fender connected with said rods to move inwardly and outwardly with respect to the same, an auxiliary fender pivotally secured on said rods and in the rear of the front fender, and a retaining device for said auxiliary fender adapted to release the latter by the inward motion of the front fender, substantially as and for the purpose set forth.

4. The combination with the car-axle, of a horizontally-arranged rod on each side of the ear and adj ustably suspended from the axle, and having a sliding connection with the same, permitting motion of said rods in the direction of the length of the car, a fender removably secured to the front portions of the rods, an auxiliary fender in rear of said front fender, and means for retaining and releasing said auxiliary fender, substantially as and for the purposes described.

5. The combination with the car-axles, of a substantially horizontal rod arranged on each side of the car and adj ustably suspended from the axles and having a sliding connection `with the same, permitting motion of said rods in the direction of the length of the car, a fender supported by said rods, and scoops in the rear of the fender carried lby said rods and having their lower extremities in line with and adjacent to the rails, substantially as and for the purpose set forth.

G. The combination with the car-axles, of a horizontally-arranged rod on each side of the car and ad justably suspended from the axles, and having a sliding connection with the same, permitting motion of said rods in the direction of the length of the ear, a fender removably secured to the front portions of the rods, an auxiliary fender in rear of said front fender, means for retaining and releasing said auxiliary fender, and means for locking the same in opera-tive position, substantially as and for the purposes described.

7. The combination with the car-axles, of a horizontally-arranged rod on each side of the car and suspended from the axles, a fender supported by said rods, an auxiliary fender in rear of said front fender, and a series of scoops between the front fender and the auxiliary fender, substantially as and for the purposes described.

S. The combination with the car-axles, of a horzontally-arranged rod havinghollow ends, on each side of the car and suspended from the axles, aaspring-controlled rod in each hol- IOO low end and adapted to slide therein, a fender removably secured on said sliding rods and an auxiliary fender pivotally secured to the suspended rods and in rear of the front fender, substantially as and for the purposes described.

9. The combination with the car-axles, of a horizontally-aman ged rod having hollow ends, on each side of the car and suspended from the axles, a spring-controlled rod in each hollow end and adapted to slide therein, a crosspiece connecting the sliding rods, a fender removably secured to said cross-piece and an auxiliary fender pivotally secured to the suspended rods and in rear of the front fender, substantially as and for the purposes described.

l0. The combination with the car-axles, of a horizontally-arranged rod having hollow ends, on each side of the car and suspended from the axles, a spring-controlled rod in each hollow end and adapted to slide therein, a crosspiece connecting the sliding rods, a fender re movably secured to said cross-piece, a series of scoops secured to said cross-piece and in rear of the fender, and an auxiliary fender in rear of said series of scoops and pivotally horizontally-arranged rod on each side of the Y car and adj ustably suspended from the axles, and having a sliding connection With the same, permitting motion of said rods in the direction of the length of the car, a fender removably secured to the front portions of the rods, an auxiliary fender pivotally secured in rear of said front fender, a retaining and releasing device for the auxiliary fender operated by the inward movement of the front fender and adapted to release said auxiliary fender, notches or teeth formed on the face of the auxiliary fender, and paWls adapted to engage said notches or teeth when the said auxiliary fender is released, substantially as described.

In testimony that I claim the foregoing I have hereunto set my hand this 29th day of October, 1805.

ADAM SCHEID.

XVitnesses ALFRED GARTNER, XVM. D. BELL. 

